COAST GUARD
CG-129
August 1971
PROCEEDING
IN THIS ISSUE ...
OF THE MARINE SAFETY COUNCIL
M/V Theresa F Capsizing In Gulf of Mexico
Published monthly by the Commandant. USCG, in the interest of safety at ,_ under the auspices of the Marine Saf.., Counci l. Special permission for republlcotion, either in whole or In part, with the exception of copyrighted articles or work, is not required provided credit II given to the Proceedings of the Mari• Safety Counci l. All inquiries and requ. . for subscriptions should be addressed '9 U.S. Coast Guard ICMC/821, 400 7th StrSW., Washington, O.C. 20591.
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THIS COPY FOR NOT LESS THAN 20 READERS-PLEASE PASS IT ALONG
CONTENTS
Page Admira l C. R. Bender, USCG
FEATURE
M / V Theresa F Capsizing in Gulf of Mexico on 9 J anuary 1969_
143
Commondont
DEPARTMENTS
Amendments to Regulations______________ __ _______ _____ ___ Nautical Queries ___ __ _______ ________ ______ --------------
151· 156
COVERS
FRO JT COVER: No Ways. No Splash. T he SS Austral Envoy, a new 668-foot containership built by Litton Ship Systems in Pascagoula, Miss. for Farrell Lines Inc. is pictured in the module assembly line (top photo) and being moved to the special launching plalform. Launched June 26, 1971, the vessel was the First to utilize a new floating drydock concept. BACK COVER: The Sleeping Giant by Mr. Lewis Belden, Puget Sound Naval shipyard. Reprinted from the fall, 1970 issue of Fathom magazine, ' Naval Safety Center. A letter from Rear Admiral R ea requesting comments on Emergency Lifesaving D evices is published on page 142a. It would be appreciated if you would fill out the comment sheet on page 142b detach, fold, and staple. The address is printed on the letter, and no postage is necessary.
The Marine Safety Council of The United States Coast Guard Rear Admiral Roderick Y. Edw ards, USCG Chief, Olllce of Public and /nternationo/ Chairman
Rear Admiral W. L. Mo rrison, USCG Chief Coun11/, Member Rear Admiral Robort E. Ham mond, USCG Ch/ti, Offlco of Optrat/ons, Member Rear Admiral W. F. Rea Ill, USCG Chief, Olllce of Mtrchant Marine Solely, Mt Rear Admiral H. S. Pearson, USCG Chitl, Olllce of f n9inHrln9, Member Rear Admiral A. C. Wagne r, USCG Ch/of, Olllce ol Boating Saloly, Membor Captain Doug las H. Clifton, USCG Executive Stcrtlary
DIST. ISDL No. 93 )
A: abcdew(2); fghijklmnopqrstuv( 1) B: n(40); c(16); e(5); f(4); gh(3); bkijnq(l) C: abcdefgimnou ( 1) D: i(5); abdeklmnsuvx(l) E: d ( l ) F: kjp ( l ) Lists 141M, CG- 13, CG-20 142
The membership may be expanded by Commandant or Chairman, Marine Council to doal with special proble"'5 circumstances.
T. A, DcNardo, Acting Edilor
August
CHIEF, OFFICE OF MERCHANT MARINE SAFETY
UNITED STATES COAST GUARD WASHINGTON , O . C .
TO ALL READERS OF THE PROCEEDINGS OF THE MARINE SAFETY COUNCIL: The Office of Merchant Marine Safety is engaging in an extensive study into an area of continuing concern to all seafarers, the emergency debarkation of personnel. No study of this subject can be complete, however, without the views of the men whose lives are protected by thi equipment. You, the seamen, the engineers, the masters, the pilots and the shipowners, are the people we look to for comments and suggestions on such topics as launching of lifeboats and liferafts, improved equipment enabling personnel to descend from high-freeboard vessels and the operation of the lifesaving equipment presently in service. Your collective background, experiences and ideas for the future cannot be equalled by a shipload of studies. If we are to make the types of changes in the Regulations that will make your working lives safer, we need to know your complaints and your frustrations with present equipment and your suggestions and requests for new equipment. By writing your comm ents on the reverse side of this page and dropping it in the mail to us you will be making an important contribution to the safety of your life at sea.
w.
F.
R EA
III,
R ear Admiral, U.S. Coast Guard. DEPARTMENT OF TRANSPORTAT ION U. S. COAST GUARD WA SH INGTON, 0. C. 20591
POSl AGE AHO FEES PAID U. S. COAST GUARD
OFFICIAL BUSINESS PENAL TY FOR PRIVATE USE , S300
U.S.MAIL
U.S. COAST GUARD (MMT-3/83) 400 SEVENTH STREET, S.W. WASHINGTON, D.C. 20591
142a
PLEASE, FOLD, STAPLE AND RETURN "FO ADDRESS ON REVERSE SIDE:
EMERGENCY LIFESAVING DEVICES COMMENTS
I I
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I
I
USE EXTRA SHEETS IF NEEDED
142b
19
M/V THERESA F CAPSIZING IN GULF OF MEXICO ON 9 JANUARY 1969 The actions taken on the MV / Theresa F case follow in chronological order MARINE BOARD OF INVESTIGATION FINDINGS OF FACT
.\tor about 2015 c.s.t. on 9 January 1969, while enroute • rom Tampa, Fla., to New Orleans, La., the Yf./ V • ;eresa F capsized approximately 0.4 mile northeast of tnf' Southwest Pass Sea Buoy (LL 2150} in latitude 28° ·2.9' N., longitude 89°25.6' W. (USC&GS Chart 1272). .Vter shortening hawser and steadying on a northerly eading at reduced speed in preparation for entering Southwest Pass the loaded barge Freeport I , in tow of the Theresa F, began running erratically from side to side. '\°ith the unmanned barge Freeport I on her starboard quarter the Theresa F took a severe roll to starboard "ollowcd by a second heavy roll to starboard from which t did not recover. There were nine erewmembers and one har pilot on board the Theresa F. Three of the crewmembers lost their lives as a result of this casualty. The following are the particulars of the vessels nvolved: :'\arue ...... .. .. .. Official No ... . . .. xrvicc ........... Gros.~ Tons . . . . . . . :-.;ct Tons.. . . . . . . . Length (LBP) .... . Breadth, Molded .. Depth, Molded ... . Propulsion ... . ....
Theresa F
516 158. Towing. I 96.48. 133. 132.5. 34.5. 20.29. Diese.1-Twu Gl\f Model 16-645Turbo charged Diesel Engines, Twin Screw. Horsepower. . . . . . . 5000. Huine Purl .. . .... Cincinoali, O hio. Whe re Buil t .... .. McDermott Shipyard, Morgan City, La.
August 1971
1960. Date .Built ....... . 1968. Owucrs ......... . Midland Enterprises, lVlidland Enterprises, Inc., 1400 ProviInc., 1400 Provident Tower, Cindent Tower, Cincinnati, Ohio. cinnati, Ohio. Red Circle TransOperators ....... . Red Circle Transport Co., Post port Co., Post Office Box 6098, Office Box 6098, New Orlea11s, La., New Orleans, La., 70114. 70114. Unmanned. !\/faster ....... . Paul H. Tullis, 616 Memorial Highway, Tampa, Flu. 33615. License : 356754. Certificate: Z- 1153909. Initial Inspection. Last inspection for Uninspcctcd. Cenilication. 15 .June 1968, ~cw Date/ Port. . . . . . . . Uninspccted. Orlca11s, La.
List of dead and in ju red: a. The following crew members lost their lives as a result of this casualty. Their bodies have been recovered and identified :
Freeport I 5 14-966. Seagoing Barge. 10851. 10051. 470.0. 80.0. 42.5. Nut applicable.
Not applicable. Ci11ei11nati, Ohio. Avondale Shipyard, New Orleans, La.
Nanie :rnd address:
Capacity
Next of kin
Cecil M. Futch, age 43, Able Seaman .. Ann Futch, wife, 1215 Johnson 121 5 Johnson Street, Street, Kenner, Kenner, La. 70062. La. 70062. Z-544293. Gladys M. Riffe, J oseph H . RilTe, age 59, Assistant wife, 1713 Oakengineer. 171 3 Oakland Avenue, land Avenue, Portsmouth, Ohio Portsmouth, Ohio 45662. License No. 45662. 291066. Z-6684·18. Domingo R . Molina, age Able Seaman .. Consuelo ivlolina, wife, 24·00 KerSI, 2400 Kcrlcrcc lcrcc Street, New Street, New Orleans, Orleans, La. 70119. La. 701 1!). Z- 11 9736.
143
All hands might hauc been lost from the Theresa F, sister tug of the Alison C shown here, had the towing uessel not been equipped with an inflatable lifer a[t.
b. The following surviving crew member was incapacitated in excess of 72 hours by a bruised right leg: Capacity Able Seaman.
Name and address Ernest A. Nunnery, age 57, 925 Teche Street, New Orleans, La. 70114. BK- 040130.
The weather in the general area of the casualty was : A confused sea of 4 to 6 feet with swells from the south; northerly winds from 20 to 30 knots; visibility 10 miles; clear skies and no precipitation. The wind had shifted abruptly from southerly to northerly at about 1600 on the day of the capsizing. The tug Theresa F is equ ipped with two (2) pilothouses (the upper one constructed of aluminum) , has an overall length of 145 feet, beam of 34.5 feet and a 19-foot opera Ling draft above design base line. The tug is designed with a 5.0-foot drag. The molded keel line amidsh.ip is 2.23 feet above the design base line. The draft marks on the lug are measured from the design base line, not from the keel. The draft marks are located in this manner so that when the tug is operating at her design drag, the draft readings fore and aft will be the same. A towing winch, localed aft of the deck house, has 2,400 feet of 2}14" wire. The wire leads from the top of the winch drum, a distance of five feet above the main deck. When the lug is in the notch of the barge and pushing, power can be made available to the barge by a cable from the tug. The tug is secured in the pushing position by two backing wires leading from the stern of the barge to the stem of the tug. The wires are shackled into a flounder 144
plate which is hauled tight by a towing winch wire. The Theresa F had an Interim Class Certificate for towing service (Maltese.: Cross Al, Maltese Cross AMS) and an International Load Linc Certificate (1966) issued by the American Bureau of Shipping. The barge Freeport I is 472.5 feet length overall, 80 feet wide and 42.5 feet depth with an operating draft of 30 feet. It features rotary plow feeding for the self dischanring system. The barge is employed to transport phosphate rock from Tampa, Fla., to Uncle Sam, La. A stem notch is provided for pushing the tow as a single unit ID adverse weather the barge is towed. A 350-foot, 12-inc nylon pendant and chain is led through the bull nose the barge for lowing. Two (2) 10-kw. diesel driven generators which may be started by batteries, and one 1 l 00-kw. generator started by air, are on the barge. Th 10-kw. generators are operated underway to pro,-ide power for lights and barge machinery such as bilge pumps. air compressor and remote anchor drop. Starting air for the 100-kw. generator is maintained by an automatic air compressor. Power for the air compressor is supplied b.. either the 10-kw. generators or by the cable from the tu!! Two (2) skegs are provided at the stern of the Freeport I, port and starboard. These skegs arc triangular in shape and are approximately 50 feet long, extending from the base line to the bottom of the barge. They toe in • degrees towards the center line going aft. The after end.> of the skegs are adjustable. The adjustable portions are about 24 feet high and 16 feet long, shaped to fit the lines of the barge. They may be secured in seven ( 7) different positions ranging from zero degrees (fore and aft) to fifteen ( 15 ) degrees either side in increments of five 5 degrees. To simplify the proper positioning of the sk~ for operating personnel, three (3) markings were placed for positioning as follows: "TOW LOADED" which placed the skegs fifteen ( 15 degrees outboard; "PUSH LIGHT" which placed the skegs five ( 5) degrees inboard; "PUSH LOADED" which placed the skegs fifteen ( 15) degrees inboard. When towing, the skegs are positioned all the way outboard (fifteen degrees) to provide more resistance and thereby improve tracking or trailing characteristics. When pushing, the skegs arc aligned to reduce resistance and improve efficiency. The skci.:,rs are actuated by an electric hydraulic pump and ram. Power for the system i~ provided by either the cable hook-up from the tug or the 100-kw. generator on the barge. The tug Theresa F and the barge Freeport I were designed to operate together. The company also operates a sister tug, the Alison C and a sister barge Freeport 2. These two sister tugs and barges arc interchangeable. The Alison C commenced operations in June 1968 and had completed 15 round trips prior lo the casualty. This was the second round trip for the Theresa F. The ~faster of the Theresa F, Paul H. Tullis, was 29 August 1971
of age. He had been working on tugboats for 12 including 18 months as Master. In October 1966, he ~ licensed to seive as Master of freight and towing vesof not over 500 gross tons upon oceans; also first class ;. of steam and motor vessels of not over 300 gross tons n the St. Johns River from the Main Street Bridge, ~onville, Fla., to the sea; and radar observer, FCP, ~[, 500 GT, Tampa & Hillsborough Bays to Tampa, .a· FCP, S&M, any GT, Lower Mississippi River be'"'en the Huey P. Long Bridge, La. and the sea via South .,,; FCP, S&M, any GT, Lower Mississippi River be;ttO Huey P. Long Bridge, La. and Thirty-Five Mile mt Light (Mile 130.l AI-IP). This was his first trip .criss the Gulf on the Theresa F, having relieved as Mas"l Tampa just prior to the voyage. He had, however, ifced barges with her around the Mississippi River-New 0 '."ans area. H e had never been employed on the sister '? Alison C, but had served as Master of a slightly ~Iler but similar tug-barge combination, the tug Gail B ".d the barge Martha B. The barge 1\1/artha B has fixed tgs which toe out going aft. ~ch 24,500 short tons of phosphate rock, departed The tug Theresa F pushing the barge Freeport I laden ~-npa, Fla., at about 1935 c.s.t. on 7 January 1969 and . ·ared the sea buoy at 0100 c.s.t. on 8 J anuary 1969 und for New Orleans, La. The skegs \\"ere in the -pcsII LOADED" position. Normally, one 10-kw. genator would be in operation at sea but before departure , chis voyage neither of the 10-kw generators could be put on the line and the barge departed with the 100-kw. ~enerator in operation. The Master had been advised by -~pervismy shore personnel that he did not have to leave ..JC 100-kw. generator running since he could use power f:om the Theresa F if he thought he could push all the -ay. The Master was of the opinion that the weather '-ould be favorable for pushing. The mean draft of the 1 heresa F upon departure, Tampa, was approximately 18 fret 6 inches, with a 3-4 foot trim by the stern in addition to the design drag. This resulted in a freeboard amid·"iips of about 4.0 feet. Her assigned summer freeboard :as 2 feet 13.5 inches. About 0600 c.s.t. on 8 January 1969, at sea, the Master ad the I 00-kw. generator shut down and hooked up the ·ug's cable for power. About 1500 c.s.t. the bow of the tug tarted "banging around in the notch" and the Master ordered his crew to prepare to get out of the notch, due to increasing seas and an unfavorable weather report. The power cable from the tug to the barge was secured by the Pngineer of the watch and the Mate attempted to start tile 100-kw. generator. He was unable to start it and summoned the Chief Engineer. The Chief Engineer boarded the barge and found the air receiver pressure gauge ~howing 80 p.s.i., which was below that normally required to start the 100-kw. generator ( 100 to 150 p.s.i. required). He tried without success to start hte 100-kw. generator !"$
August 1971
with the remaining air pressure. He also tried without success to place a 10-kw. generator in operation in order to build up air pressure. The Master decided to let go and gel out of the notch. 1 o further attempts to provide power for adjusting the skegs were made due to the increasing seas and his urgency to get out of the notch. The tug let go from the notch, proceeded forward, picking up the towing pendant by the retrieving line, shackled up for towing using 1,200 lo 1,300 feel of wire towing hawser, and proceeded to the vicinity of Southwest Pass, La. During the voyage to Southwest Pass the barge was towing generally off to the port side. Upon a course change from 284° T to 2i0° T, a little before 1600 c-.s.t. on 9 January 1969, it commenced running from side to side, 25 degrees either way. The tug and tow averaged approximately ten ( 10) knots during thi~ voyage at full throttle, steering by gyro pilot. Shortly after 1600 c.s.t. on 9 January 1969, the Mate, then on watch, notified the Master that they were approximately 16 miles from the Southwest Pass Sea Buoy. About 20 minutes later, the Master told the Mate to shorten the hawser. They proceeded on slow ahead, taking in the hawsei;. Five ( 5) miles off the sea buoy, the Master temporarily stopped shortening the hawser and increased speed to three quarters (%) . At this time there were about 500 feet of wire hawser out. The Master called the Southwest Pass Pilot Station for a pilot. He informed them that he would be at the sea buoy about 1915 c.s.t., and would attempt to make up in the notch outside the river entrance. Two and a half (212) to three ( 3) miles from the sea buoy, the Master reduced speed to dead slow (212 to 3 knots) and began shortening the towing hawser again. He informed the pilot that he was going to go inside the sea buoy to size up the sea conditions. If they were favorable, he would make up in the notch. He continued shortening the hawser until only the 350-foot nylon pendant was out. About one-half ( 12 ) mile from the sea buoy, the Master informed the pilot by radio that it was too rough to make up in the notch, and he would take her in on the hawser. The barge continued to run from side to side. The pilot informed the Master of outbound traffic and an inbound Yugoslavian ship and suggested that he wait. The Master agreed, and started a slow swing to the right. He completed a circle lo the right, straightened out on a northerly heading, and then turned right to make a lee for the pilot to board. The Master and the Chief Engineer were on watch having taken over at 1800 c.s.t. The deck crew had been called out on standby for shortening the hawser and remained on standby. The navigation lights on the tug and the barge \\"ere burning properly. The pilot left the dock at 1925 c.s.t. and boarded the Theresa F at 1950 c.s.t., approximately one ( 1) mile southeast of the sea buoy. The Master, at the wheel of the Theresa F, and one 'A.B. lookout (E. A. Nunnery) were 145
in the lower pilothouse. Due to an outbound tanker's intention to go eastward, the pilot suggested they continue the right turn. About 2000 c.s.t., they completed the second circle, headed toward the jetty and straightened out on a heading of 350° T. The :\faster increased speed to slow ahead (3 to 4 knots) . The tug passed approximate!)' one-fourth mile to the cast of the sea. buoy. The barge, on the pendant as before, followed astern of the tug very well during the turns. After steadying out on a northerly heading, the barge again began running erratically from side to side. At a.bout 2015 c.s.t., the Theresa F took a severe roll to starboard, throwing the pilot off his feet. The Master, bracing himself, directed a spotlight back on the barge which was thrn on his starboard quarter, heading slightly out, away from the tug, the bow of the barge being nearly abreast of the stern of the tug. The tug returned Lo an upright position without heeling to port. A few seconds later it tool;. a serond roll to starboard from which it did not recover, remaining on iu side. The Master was bracing hi111self on the radar adjacent to the wheel. On the second roll, as the vessel continued heeling heavily lo starboard, he fell. Water was entering the pilothouse through the loosely dogged starboard door. He managed to get to the first window on the port side of the pilothouse, lowered it and climbed out. The pilot had also fallen down sliding to starboard as the vessel capsized. He followed the Master out the windo\,.. The Master and pilot went down the outboard port side of the pilothouse and encountered the Chief Engineer, who had already launched the inflatable life raft from the cabin deck. Other crew members also appeared at the scene. The Master jumped and made it to the life raft. Others jumpeu into the water and were pulled aboard the raft. The lookout, Nunnery, made his way to the upper pilothouse and escaped through a window. The Chief Engineer was on watch and the only person in the engincroom at the time of the casualty. When the tug heeled over more than us~1al on the first heavy roll to starboard, he went to the upper level and started aft toward the engine room door on the main deck. This door, which is on centerline just forward of the towing winch, ·was open. He saw the wire hawser spark and slip upward into the upside down "U" frame installed o,·cr the top of the towing bitts. On the second roll to starboard, believing that the Theresa F was not going to right herself, he made his way over the towing engine, grabbed a work vest which was l1anging there, and got up on the port side of the tug. He released the inflatable life raft and stood by until he was washed off by the seas. Ile saw the cook come out from his room porthole. The Male, in his room reading, was alarmed by the first severe roll. He started to put his shoes on, but, on the second roll, decided to lca,·e his shoes and get out on deck. The tug was on its side as he got his room door open. 146
H e stood on the door sill from which he could reach t port outside door above him at this time. He undogc: the door and pushed it open. lle heard soute of the en: below trying to find their way out and yelled to them th the door was open. He remained there long enough help Ordinary Seaman W. F. Schulte and Able Scam C . M . Futch out. The Chief Engineer shouted that had the raft over. The Mate, who did not have a preserver, and Schulte made their way toward the r:if Both Futch and Schulte had on life preservers. A total of seven persons made their way to and abo the raft. The Master got out equipment and flares and t Mate cut the painter releasing the raft from the tug. A about the same lime they sighted Futch about 10 feet in the water and could hear him shouting. He did 1. seem to be able to make his way to the raft. By the tu the Master asscmblrd the oars, Futch disappeared and l.M raft was blown awar by the wind. The M aster shot ' a parachute flare and burned several hand flares. ·1 Yugoslavian M/ V Zletovo approaching the sea bur sighted the parachute flare, and proceeded toward tl raft, locating it with her searchlight. The pilot of t. Zletovo advised the Pilot Station of the situation by rad· The pilot boat returned from the station and towed t raft to the Zletovo. The M/ V Zletovo was boarded by Pilot Louis E. Mill._. at about 2020 CST, 4 to 5 miles SSE of the sea buC'I· The pilot, unable to contact the Theresa F on \"HF Channel 13, checked with thr. Pilot Station. They had 1" seen the Theresa F. A couple of pips rou ld be seen r the Zletovo's radar, which appeared to be a little west 0 the sea buoy. The Master informed the pilot that h thought he saw a flare also a little west of the sea buo' Shortly thereafter, they saw another flare and commenced working the ship in that direction. Next, the sighted a small flashing white light. Using their searcl.light. they sighted an orange rubber raft. The pilot not:fied his station to a lert the Coast Guard and Pilottown Headquarters of Lhe situation. The Zlctovo made a lee for the raft while the pilot boat was coming out. Tl.t pilot boat reported sighting the capsized Th eresa F, to th,. pilot on the Z letovo. Ile then asked the pilot station tu alert the Coast Guard that a Lug had capsized and ·would require all possible assistance. While waiting for the pilot boat, one of the crew of the Zlcto vo reported to the Master that he thought he heard a voice in the water to starboard. The Master had the entire ship's crew man the rails and hung cluster lights over the side. The pilot directed the pilot boat to make a search in the vicinity JJrior to going to the raft. After searching about a half hour without results, the pilot boat took the raft in tow to the Zlctovo, and the survivors were taken aboard. Shortly thereafter, the CCC R eliance ( WMEC 615 ) came on the scene as well as Coast Guard helicopters and aircraft. The Zletovo reAugust 1971
ow astern. : :nained on t , the CGC Jle survivon The liquic "!"atnpa, was ere empty
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The following have been modified by Federal Registers: Subchapter A of T itle 46 CFR, Federal Register, June 5, 1971. CG-191, Federal R egister, June 17, 1971. Subchapter N of Title 46 CFR, Federal Register June 18, 1971.
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August 197 1
157
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am a compressed gas cyl inder. weigh in at 175 pounds - when f illed. am pressurized to 2200 psi. have wall thickness of about 1/4 inch. stand 57 inches high. am nine inches in diameter. wear a cap when not in use. wear valves, gages and hoses when at work. wear many colors and bands to tell what tasks I perform. am ruthless and deadly in the hands of the careless or uninformed. am too frequently left standing alone on my small base - my cap removed and lost by an unthinking workman. am ready to be toppled over - where my naked valve can be snapped off and all my power released through an opening no larger than the diameter of a pencil. I have been known to jet away - faster than a dragster . I smash my way through brick walls wit h the greatest of ease. I f ly through the air-and reach d istances of half a mile o r mo re. I sp in, ricochet, crash and slam through any th ing in my path . I scoff at the puny eff orts of human fl esh, bone and muscle to alter my erratic course. I can, under certa in cond itions, ruptu re or explode; y ou read of these exp loits in the newspapers. You can be my master ON L Y under my terms: • Full or empty - see that my cap is on, straight and snug. • Never leave me standing alone. • Keep me in a secure rack or tie me so that I cannot fall. • TREAT ME WITH RESPECT: I AM A SLEEPING GIANT.
Courtesy of:
DEi Mr. Lewis Belden Head, Safety Division Puget Sound Naval Stripyard Bremer ton, Washington
Vol